Multiple cylinder internalcombustion engine



Sept. 15, 1953 A. H. WINKLER 2,652,038

MULTIPLE CYLINDER INTERNAL-COMBUSTION ENGINE Filed May 29, 1947 6Sheets-Sheet 2 IN VE N TOE ATTOENE Y Sept. 15, 1953 A. H. WINKLERMULTIPLE CYLINDER INTERNAL-COMBUSTION ENGINE 6 Sheets-Sheet 3 Filed May29, 1947 INVNTOE fismr H. MA /WEE Afro/W5 v P 1953 A. H. WINKLER2,652,038

MULTIPLE CYLINDER INTERNAL-COMBUSTION ENGINE Filed May 29, 1947 6Sheets-Sheet 4 v 4 IN VEN T01.7

55m h. Mun/5e WMQZ A TF'OENE Sept. 15, 1953 A. H. WINKLER 2,652,033

MULTIPLE CYLINDER INTERNAL-COMBUSTION ENGINE Filed May 29, 1947 6Sheets-Sheet 5 g I I g I ATTORNEY A. H. WINKLER MULTIPLE CYLINDERINTERNAL-COMBUSTION ENGINE Sept. 15 1953 6 Sheets-Sheet 6 Filed May 29,1947 INVENTOE flatter /i WIN/(LEE A TTOENZY Patented Sept. 15, 1953MULTIPLE CYLINDER INTERNAL- COMBUSTION ENGINE Albert H. Winkler, SouthBend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., acorporation of Delaware Application May 29, 1947, Serial No. 751,282

Claims. 1

The present invention relates to internal combustion engines and moreparticularly to a multiple cylinder internal combustion engine in whichless than the full number of cylinders may be used to deliver powerduring certain stages of engine operation.

One of the principal objects of the present invention is to provide amultiple cylinder internal combustion engine in which the effectivenumber of power cylinders varies in accordance with engine power outputrequirements.

Another object of the present invention is to provide an internalcombustion engine for giving high economy during certain stages ofengine operation and for giving high power output in other stages ofoperation.

Another object is to provide a multiple cylinder internal combustionengine wherein less than the full number of cylinders may be employedduring idling and cruising and the full number of cylinders employed forstarting, during power pick-up and high power output.

Another object of the invention is to provide an internal combustionengine which gives high economy for low power engine output.

Still another object is to provide in a multiple cylinder internalcombustion engine a mechanism for rendering a portion of the cylindersinoperable during certain stages of engine operation and for renderingsaid cylinders operable for other stages of engine operation.

Still another object of the present invention is to provide a mechanismfor rendering a portion of a multiple cylinder internal combustionengine inoperable and simultaneously therewith decreasing the source ofavailable fuel and air mixture for said engine.

A further object is to provide a mechanism for automatically cutting inor cutting out a portion of the cylinders of a multiple cylinderinternal combustion engine as the requirements of the engine shiftbetween low and high power operation.

A further object is to provide a mechanism for rendering a portion ofthe cylinders in a multiple cylinder internal combustion engineinoperable, which may be readily installed in or removed from standardautomobile engines.

A still further object of the present invention is to provide in theaforementioned multiple cylinder engines a mechanism for rendering aportion of the cylinders inoperative wherein the power loss through saidinoperative cylinders is reduced to the minimum.

Additional objects and advantage Will appear from the followingdescription and accompanying drawings, wherein one specific embodimentof my invention is disclosed. The engine construction and controlmechanism therefor comprising the subject matter of the presentinvention are not limited to the embodiment disclosed herein nor to anyparticular type of internal combustion engine, but are understood to begenerally adaptable to any of the aforesaid engines having a pluralityof cylinders with lift-type intake and exhaust valves. The invention inits broadest aspects contemplates the use of a valve tappet constructionand cooperating control mechanism for a portion of the cylinders, whichwill render the valves for said cylinders and consequently saidcylinders inoperable, except during starting, acceleration and highpower output. The high economy of engine operation obtained by thepresent construction results not only from the use of less than the fullnumber of cylinders for low power requirements but also from thecomplete sealing of the inoperative cylinders by the closing of theintake and exhaust valve to prevent said cylinders from pumping air andthereby placing an undue drag on the operable cylinders. Theconstruction and operation of one means for accomplishing this will befully described hereinafter.

In the drawings,

Figure 1 is a side elevation of a multiple cylinder internal combustionengine showing schematically the several elements comprising the presentinvention, the position of said elements being rearranged to moreadvantageously show the functional relationship thereof;

Figure 2 is an isometric partial cross-section through the valve controlmechanism for rendering a portion of the cylinders inoperative;

Figure 3 is an elevation of the actuating means for the valve controlmechanism;

Figure 4 is a cross-section through a tappet showing said tappet inoperative position when the valve operated thereby is closed;

Figure 5 is a cross-section through a tappet showing the tappet inoperative position when the valve operated thereby is opened;

Figure 6 is a cross-section through a tappet showing the tappet ininoperative position;

Figure '7 is a cross-section of a valve tappet similar to Figure 6showing the tappet in inoperative position when the valve operatedthereby would normally be opened;

Figure 8 is a vertical cross-section of a carburetor for use on theaforementioned engines wherein the several component parts are rear- 3ranged to more clearly show the full relationshins thereof:

Figure 9 is a vertical cross-section of a carburetor showing oneembodiment of a spark advance mechanism connected therewith;

Figure 10 is a schematic view of another embodiment of a spark advancemechanism;

Fi ure 11 is a schematic view of a carburetor showing a spark advanceconnection;

Figure 12 is a schematic view of a carburetor similar to Figure 11showing another arrangement of a spark advance connection; and

Figure 13 is a diagram of the electrical control system of the presentinvention.

The present invention may be readily understood by referring to theaccompanying drawings in which Figure 1 shows a multiple cylinderinternal combustion engine in combination with the present enginecontrol mechanism wherein numeral ii designates a conventional sparkdistri utor, I2 a carburetor, I4 a spark advance mechanism, iii a vacuumactuated switch for the split engine control, It a manually actuatedswitch for said control, 26 a speed responsive switch for said controland 22 a tappet assembly for controlling the operation of a portion ofthe cylinders, said tappet assembly being actuated by a solenoidmechanism 25 in response to the aforementioned control switches. Theseveral switches are connected by leads to relays in box 25 which inturn control solenoid mechanism 24. With the exception of the mechanismfor rendering a portion of the cylinders inoperable and the controlsystem for said mechanism, the present engine is a conventional multiplecylinder internal combustion engine. The one shown in Figure l is astandard six cylinder, L head motor with lift-type valves. Of the sixcylinders, three are part time operating cylinders. For convenience indescription throughout the specification and in the appended claims, thecylinders which remain in operation the entire time that the engine isrunning will be referred to as the normal cylinders and the cylinderswhich are operable only during starting acceleration and high poweroutput will be referred to as the power cylinders. in the drawings, thenormal cylinders are the front three and the power cylinders are therear three, although any other suitable arrangement of the power and thenormal cylinders may be used, as for example the cylinders of the twosets may be alternated. The tappets for the valves of the powercylinders are shown schematically at numeral 22. The running of theengine on all six cylinder will be referred to as standard engineoperation and the running of the engine on only the three frontcylinders will be referred to as split engine operation.

The tappets or valve lifters of assembly 22, which are claimed in adivisional application Serial No. 361,69 filed June 15, 1953, are shownin detail in Figures 2 and 4 to '7, inclusive, in various steps ofoperation are of the hydraulic type. They consist of a reciprocablesleeve 28 mounted in a bushing 28 of housing 30 and urged against theperiphery of cam 32 on shaft 34 by spring 35, said housing being ahollow casting which forms a conduit for supplying fluid to said tappetthrough orifices 38 and 48 of housing 30 and bushing 28. Sleeve 26 slipsover a hollow piston 4! and during split engine operation is adapted tomove axially relative to said piston. Piston 4| butts against the lowerend of a Valve stem 42 and is constantly urged into engagement In theengine shown therewith by a spring 44 reacting between the lower side ofpiston head 46 and the top end of bushing 28, said piston beingprevented from rotating in sleeve 26 by arm 48 secured to piston head 46and a guide pin 50 on which said arm is adapted to slide. During normalengine operation, piston 4| moves in unison with sleeve 26 to actuatevalve 52 mounted on the upper end of stem 52. The interior of housing 39communicates with the interior of sleeve 26 through orifices 38 and M3,annular recess 5A in the periphery of said sleeve and one or more ports55 connecting said recess with chamber 56. This chamber communicateswith a second chamber 5? in said sleeve through a fluid passagewayhaving a ball check valve 62 consisting of a small cylindrical chamberhaving a lower port 58 and an upper port 60 and a freely movable ball 62adapted to seat over port 58 to prevent backlow of fluid in chamber 5?.In standard operation, the volume of chamber 51 will vary as the tappetautomatically adjusts its length to that required to properly seat therespective intake or exhaust valve.

The hollow interior of piston 4: forms a condui; for fluid flowing fromchamber 51 back to the fiuid source, the upper end of said pistoncommunicating with the interior of the tappet chamber 33 (Figure 1)through one or more ports 64. In the lower end of piston 4|, a conicalvalve GE seats over orifice 68 of insert 10 and under certain operatingconditions is adapted to retain the fluid in chamber 51. Valve 65 issupported by a valve stem 12 and is urged to its closed position overorifice 68 by a coil spring 14 reacting between the upper end of orificeinsert 10 and the lower side of collar 16, said collar being rigidlysecured to the central portion of valve stem i2. During split engineoperation, valve 68 is opened by a cam 18 on shaft actuating pivotedlever 82 which engages the upper end of stem l2 and urges said stem andvalve 65 down wardly against the force of spring M, thus opening saidvalve to permit the fluid to flow from chamber 51. A separate cam isprovided for the intake valve and one for the exhaust valve. The tappetcontrolled by cam 18 actuates an exhaust valve. The cam for controllingthe tappet of the intake valve is shown at numeral 83 and is positionedone quarter of a revolution ahead of the cam operating the exhaustvalve. With this arrangement, the exhaust valve is rendered inoperableafter the intake valve so that the combustion products of the lastexplosion before the cylinders become inoperative will be expelled. Thisis important since, as previously mentioned, the valves of the powercylinders are completely closed during split engine operation, and theentrapment of combustion products from an explosion would cause unduedrag on the engine during split engine operation. In the change fromstandard to split engine operation, cam 78, controlling the tappet shownin Figures 4 to 7, follows in sequence of time the one shown par tiallyin broken lines. The tappet shown. in these figures, therefore, controlsan exhaust valve; however, the construction and operation of the tappetfor an intake valve are the same as the construction and operation foran exhaust valve so that the description of the tappet shown in saidfigures is equally applicable to a tappet for an intake valve. vAconventional valve spring 86 which reacts between a portion of thecylinder block and collar 86 of valve stem 42 constantly urges valve 52toward its closed position.

The tappets in the assembly are directly controlled by two solenoids 88and 90, shown clearly in Figure 3, arranged diametrically opposite toone another and connected by a reciprocable rod 92. The central portionof rod 92 is connected by a lever 94 with a sector gear 96 which mesheswith gear 91 which in turn meshes with small gear 98 mounted on the endof shifter rod 80. Movement of the rod 92 to the right by solenoid 90causes shifter rod 84 to rotate clockwise 180 degrees and to cause camI8 to actuate lever 82 which opens valve 66, thus rendering thecylinders controlled by said tappets inoperative, as will be more fullyexplained hereinafter.

In the present embodiment of the invention, the intake manifold I00supplying the normal cylinders is functionally independent from intakemanifold I02 supplying the cylinders rendered inoperable during splitengine operation. These two intake manifolds are preferably suppliedwith the fuel-air mixture from two independent carburetors or from asingle carburetor having two separate induction passages with a maindischarge nozzle, power enrichment jet and accelerating pump for each ofsaid induction passages. A carburetor having two separate inductionpassages suitable for the present invention is shown in Figure 8 of thedrawings. The several conventional elements of the carburetor have beenrearranged to more clearly show the functional relationships of saidelements to one another. The right and left sides of the carburetor, asshown in the drawing, are substantially the same with the exception thaton only the right side is included a spark advance mechanism. Thecarburetor consists of induction passage I04 leading to the normalcylinders and induction passage I06 leading to the power cylinders, saidinduction passages being separated by a vertical partition I98 which, asshown in the drawing, extends from the entrance of the air horn IIO tothe lower side of the intake manifold. A choke valve H2 mounted on shaftH4 is disposed near the air entrance of air horn III] and is adapted tobe actuated by either an automatic choke mechanism or by the operatorthrough any suitable linkage connected to one end of shaft I I4. Thechoke valve is divided equally into two separate sections by partitionI03, though they function in unison during the operation of the engine.Since the elements comprising one-half of the carburetor aresubstantially the same as those of the other half, the same numeralswith primes will be used for designating the elements for the carburetorhalf supplying the power cylinders as those used for the half supplyingthe normal cylinders.

In the main carburetor body I I6, the induction passage I04 leading tothe normal cylinders contains a large venturi IIB formed integrally withthe main body and a small venturi I axially aligned with said largeventuri and held concentrically in the throat of said large venturi bythe end of the main discharge jet I22. Said main discharge jet extendsfrom the throat of small venturi I20 into the float chamber I24 andcontains a metering jet (not shown) in the lower end thereof. The floatchamber I24 shown in part on each side of the schematic view of thecarburetor consists of a single chamber in which are disposed a pair offloats I26 and I connected to each other by an arm I2I so arranged as toregulate the fuel inlet valve (not shown) in accordance with thequantity of fuel in chamber I24. The main body H6 is mounted on throttlebody I20 in which are disposed throttle valves I29 6 and I29 mounted onthrottle shaft I30. The throttle body is mounted on an intake manifoldhaving two separate branches I00 and I02, the

former leading to the normal cylinders and the latter to the powercylinders.

In main body II6 adjacent the float chamber is a vacuum actuated powerenrichment means I32 consisting of a cylinder I34 separated into anupper and lower section by insert I36. The upper section of cylinder I34contains a reciprocable piston I38 secured to the upper end of rod I40which is adapted to move axially through insert I36. A spring I42reacting between the lower side of insert I36 and the top side of shoeI44 urges rod I40 downwardly and shoe I44 into engagement with the valvestem of a conical valve I 46 controlling the flow of fuel from the floatchamber I24 through power enrichment jet I41 and conduit I 48 to themain discharge jet I22 posterior to the main fuel metering jet locatedtherein. When shoe I44 engages the stem of valve I46, it urges saidvalve in the opening direction in opposition to spring I49. The upperend of cylinder I34 is connected by conduit I52 with the inductionpassage for the normal operating cylinders on the engine side of thethrottle valve. Engine suction is thus transmitted through said conduitto the upper end of cylinder I34 and lifts piston I38, rod I40 and shoeI44 in opposition to spring I42, when the vacuum in the intake manifoldbecomes sufficiently high to overcome the force of said spring. It isthus seen that when the intake manifold vacuum is relatively high aswhen the throttle valve is closed, piston I38 is held in the upper endof cylinder I34 and shoe I44 is held in its lifted position, as shown inthe drawings, disengaged from the stem of valve I46, thus permittingsaid valve to remain closed so that only the normal supply of fuel isdischarged through the main discharge jet. When the vacuum in theinduction passage on the engine side of the throttle valve becomes solow that spring I42 can overcome said vacuum above piston I38, as whenthe throttle valve is moved to wide open position, shoe I44 is movedinto engagement with the stem of valve I46 and opens said valve to admitadditional fuel into the main discharge jet for hi h power output of theengine. On certain types of engines it may be desirable to omit thepower enrichment jet or it may be necessary for satisfactory operationto rearran e the actuating means so that the jet will be open at timesother than at high power output.

The power enrichment means for the power cylinders is the same inconstruction and operation as the one described in the precedingparagraph, but it is adapted to operate only during the time itsrespective cylinders are in operation.

A manually actuated accelerating purnp 659 is provided for eachinduction passage in reference to the one supplying the normalcylinders,

consists of cylinder 60, a piston I62 adapted to reciprocate thereinsecured to the lower end of sleeve I64, said sleeve being adapted toslide on the end of rod I66 to form a lost motion connection betweenpiston !62 and said rod. The piston and sleeve are urged downwardlyrelative to rod 65 by a coil spring I69 reacting between. the top sideof piston I62 and the bottom side of spring retainer I70 rigidly securedagainst axial movement on said rod. The upper end of cylinder I60 issealed with a corrugated rubber capsule or the like adapted to permitthe free movement of rod I66. The upper end of rod I66 is connected by asuitable linkage, shown in part at numeral 111, with a throttle valveactuating means. In the operation of the accelerating pump, when thethrottle valve :is moved to closed position, piston I52 is lifted to thepositionshown in the drawings and fuel flows from the float chamberthrough check valve I72 into the lower end-of cylinder E60 beneath saidpiston which is held in this raised position so long as the throttlevalve remains in closed position. When the throttle valve moves in theopening direction, rod I66 is moved downwardly, causing sprin retainer iill and spring 1 68- to urge piston l 62 toward the lower end ofcylinder 150, thus forcing the fuel in that end of the cylinder to flowthrough orifice I'M of valve H55 into conduit I13 and thence from thedischarge end of said conduit adjacent small venturi 20 into theinduction passage I04. The-accelerating pump Hi8 for the power cylindersis rendered in operative during split engine operation by a solenoid 180through a suitable linkage that provents the throttle valve actuatingmechanism from moving piston I62. A linkage i8=l forpreventing operationof said piston is shown schematically in Fi ure 8 and consists of a bellcranlr. I82 and a longitudinal movable rod i i-3 provided with a pin lill which is adapted to slide into slot H35 of an extension I85 of pumproe. Hi5 when solenoid 58a is energized. The linkage connecting rod [65with the throttle valve, shown in part. at numeral i H, is yieldablyconnected to said rod by a slot i3! and spring 1-88 so that said linkagecanmove with the'movementof the throttle valve even though piston 66 isheld inoperative by pin Hit in slot 585.

While a double barrel carburetor having a separate discharge nozzle,accelerating pump and power enrichment get 'for each induction passageis included in this embodiment of the invention, a single bar-relcarburetor mounted on a conventional intake manifold may be used,provided the various-elements of the carburetor are so modified that thefuel delivered by the carburetor will be properly adjusted as the engineshifts between split and standard operation.

In the present engine, the operating conditions under which the spark ismaintained at various advanced positions are the same as those for aconventional internal combustion engine. For standard operation of theengine, .an extreme retardation of the timing is required for smoothidling, but on slight opening of the throttle, an appreciable immediateadvance of the timing should be made. Following this, a further gradualadvance should be made as the speed increases until a predeterminedspeed and load are attained, after which the effect of the vacuum sparkadvance is reduced as the manifold vacuum is decreased. In the presentengine, the manifold vacuum, for actuating the spark advance mechanism,varies substantially from standard engine to split engine operation forany given engine speed. For example, While the engine is running at agiven R. P. M. and load on standard engine, the throttle valve would bemore nearly closed than when the engine is running at the same P. M. andload on split engine. Thus, the manifold vacuum would be lower duringsplit engine operation than during standard engine operation since theposition of the throttle determines the degree of manifold vacuum forany given speed. In order to adjust the spark advance mechanismautomatically for either standard or split engine operation, anelectrically actuated regulator has been provided for modifying theoperation of :a suction responsive spark advance mechanism.

One embodiment of .a regulator for the spark advance mechanism vis showngenerally at I in .Figure 8 mounted on the carburetor body adjacent theaccelerating pump and is shown schematically in 'Figure 9 in combinationwith a carburetor and a. suction responsive spark advance actuatingmechanism. In the embodiment shown in the latter figure, a conduit E96connects the induction passage of the normal cylinders with a suctionresponsive .element i98 consisting of two compartments-200 and 202separated from one another by a fluid impervious flexible diaphragm 2M.Conduit 196 communicates with the induction passage through port 2% sodisposed in rela- "tion to the throttle valve as to be on the engine.side thereof -.on all throttle positions except closed throttle andthrough port 208 disposed in such a position as to be on the engine sideof the throttle valve in all throttle positions. Port substantiallysmaller than port 5% and is provided primarily for the purpose of prodpreliminary lowering of pressure in conduit :83 so that the pressureresponsive diaphragm will respond immediately to engine suctiontransmitted through port 206 as the throttle valve is opened. The enginesuction transmittedthrough conduit I 96 urges-diaphragm 2&4, inopposition to a spring, not shown, in the direction to advance thespark. Thecompartment 262 is vented to the atmosphere through port 2W.

A rod 2 M secured at one-end to the center of diaphragm 20.4 and at theother end to the tributor is adapted to be moved axially by thediaphragm in response to variations in engine suction as transmitted tocompartment split engine'operation, the-engine suction is mitted withoutmodification to compartme Inorder to obtain the desired spark advanye ifany given speed, an air bleed is provided for d creasing the effect ofthe manifold vacuum in compartment 200 when all the cylinders are inoperation. The bleed consists of a conduit 225! connecting conduit I96with regulator Iii-'3 and a conduit .222 connecting said regulator withthe air intake of the carburetor. Preferably, conduits [.96 and 22.0 areprovided with removable restrictions so that the effective capacity ofsaid conduits can be accurately adjusted relative to one another. Thepassageway through the regulator is controlled bya conical valve 22which is held in open position during standard engine by a coil spring226 urging stem .228 into engagement with the upper .end of said valve,thus permitting air to flow from the induction passage through conduits222 and 220 into conduit 596. During split engine operation, stem 228 iswithdrawn from and held in spaced relation to said valve by a solenoidshown schematically at numeral Hi0, thus permitting spring 232 to closesaid valve. This solenoid performs an additional function in the controlof the split engine operation which has been discussed hereinbefore.

It is seen that during the operation of the engine when the throttlevalve is closed, the port 208 below the throttle valve causes a slightlowering of the pressure in compartment 200 so that the actuatingmechanism will be more responsive to further increase in engine suctiontransmitted through port 206 as the throttle valve is opened. The effectof the suction transmitted through port 208 has no substantial effect onthe advancement of the spark. As the throttle valve is opened, thesuction immediately effects an advancement of the spark and maintainsthe spark in the advanced position until there is a substantial decreasein manifold vacuum which results when the engine is operating under loadwith the throttle valve open. When the power cylinders are inoperable,the solenoid holds stem 228 in its lifted position and the bleed 220 isclosed by valve 224 so that the desired effect on the spark is obtainedduring split engine operation.

Another modification of the spark advance regulator is shownschematically in Figure 10. In this embodiment, the air bleed forconduit I36 is controlled by the pressure in the induction passage forthe power engine cylinders and includes a pressure responsive valve 240for controlling the flow of air through bleed 242. The valve is urged toits closed position by a spring 244 reacting between the upper end ofpiston 246 and the upper end of cylinder 246 and is urged toward openposition by engine and venturi suction transmitted through conduits 250,252 and 254 to the upper end of cylinder 248. While the power cylindersare in operation, piston 246 is held in the upper end of cylinder 248and the valve carried by said piston is held in open position so thatair may flow through the conduit 242 into conduit I96. In thismodification, a conduit 236 connects conduit. I96 with the throat of theventuri for the normal cylinders so that the spark is advanced withincreasing air flow even though the manifold vacuum is low. During highmanifold vacuum operation and relatively low air flow the manifoldvacuum acting through the holes adjacent the throttle valve produces therequired spark advance. In split engine operation, there is no air flowthrough nor engine suction in the induction passage I06 since the valvesof the power cylinders are completely closed. Thus, valve 240 remains,in its lower position completely closing the air bleed so that the fulleffect of the suction created in induction passage I04 of the normalcylinders is transmitted without modification to chamber 203. When thepower cylinders cut-in for standard engine operation, the suctioncreated in induction passage I06 lifts piston 246 and valve 246 to openthe air bleed and thus cause a partial decrease in the vacuumtransmitted from induction passage I04 to chamber 200. 1

In Figure 11, the spark advance mechanism is actuated solely by thesuction at the throat of the venturi in induction passage I04 astransmitted through conduit 260 to chamber 200. A regulator similar tothe one shown at I90 maybe provided to adjust the suction for eithersplit engine or standard engine operation. It is seen that the sparkwould be advanced substantially in accordance with engine speed. InFigure 12, the spark advance mechanism is actuated entirely by intakemanifold vacuum transmitted through conduit 262 to compartment 200. Thismodification also includes a regulator such as that shown at I90 foradjusting the suction for either split or standard engine operation.

Figure 13 shows a circuit plan of an arrangement particularly adaptedfor shifting the operation between split and standard engine throughoutthe operating range of the engine. The main circuit for energizing thetwo solenoids 88 and 30 of tappet control mechanism 22 includes agrounded storage battery 306 from which the current flows from lead 308to ignition switch 3l0, thence through lead 3l2 to the winding of relay.314. to ground 3I6. Completion of this circuit by closing the ignitionswitch in the conventional manner energizes relay 3I4 which closesswitch Sit and completes a second circuit consisting of battery 306,lead 320, switch 3 l 8, lead 322, double bolted switch 324, eithersolenoid 86 or 90, and the respective grounds therefor 326 and 328. Theparticular solenoid energized depends upon the energization of one ormore of the cooperating control circuits to be presently described.

In the control circuit for the main solenoid actuating circuit, thereare six separate control elements which cooperate with one or more ofthe remaining control elements to shift the engine between standard andsplit engine operation. The mechanism for shifting the operation betweenstandard and split engine may be manually controlled by the operation ofswitch 330 which when open renders the remaining control elementsinoperative and prevents the solenoid f om Sh n to split engine or if onsplit engine, causes said mechanism to shift to standard engine.

Iii order to prevent the engine from shifting to split operation beforethe motor has reached normal operating temperatures, a thermostaticallycontrolled switch 332 is placed in lead 334 through which the currentflows to the remaining control elements. As the engine becomes warm,switch 332 closes and remains closed as long as the temperature of theengine remains above a predetermined point. The thermostaticallycontrolled switch is preferably located on the cylinder head or in aconduit carrying water from the jacket around the combustion chambers.It is seen that this thermostatically controlled switch will prevent theengine from shifting to split engine operation while the engine is coldand thus prevents undue strain from being placed on the standardcylinders.

While the engine is idling, i. e. when the throttle valve is in closedor substantially closed position, it is preferable to operate on splitengine unless the engine is cold as explained in the precedingparagraph. A switch 340 is actuated by the closing movement of thethrottle valve to close the circuit consisting of battery 303, switches3I0 and 330, lead 334, switch 332, lead 342, relay 34-4, lead 346 andground 343. When this circuit is closed, relay 344 becomes energized andcloses switch 350 so that the current flows through leads 352 and 354,switch 356, lead 358 and relay 330 to ground 362, energizes relay 360and completes the main circuit to solenoid 93, thus shifting the engineto split operation. While the throttle valve is closed or nearly closed,the intake manifold vacuum is relatively high. This lower pressure istransmitted through conduit 376 to chamber 332 of unit I6 and movesdiaphragm 3T4 downwardly in opposition to spring 315, closing switch376. The closing movement or" switch 373 by manifold vacuum completesthe circuit consisting of battery 306, switches 3 I 0 and 330, lead 334,switch 332, lead 342, relay 344: lead 376, switch 376, leads 330 and382, relay 304, lead 363, relay 360 and ground 332. With the mainconduit controlled by switches 340 and 356, it is seen that the splitengine phase becomes efiective by the closing movement of the throttlevalve or by high manifold vacuum, and remains effective as long the thethrottle valve is closed or the manifold vacuum remains above apredetermined value.

The operation of the solenoids is also controlled byengine speed, lhespeed controlled switch 2 3' ispreferably regulated by a fly-hallgovernor driven from the drive shaft through the speedometer cable.During operation, when the engine reaches a predetermined speed, switchcloses, thus closing the circuit beginning with the con nection- 40c andconsisting of lead 3583, relay 38-5, lead- 382, switch 482 and groundsea. This circuit will not energize relay 384, however, unless thecircuit controlled by switch 349 or the circuit controlled: by switch316 is first closed since the current for the circuit control by switchit? flows from the circuit for energizing relay 3%. After switch. 402has been closed by. the governor while either-switch 3M!- or 316. isclosed, relay 38G- for maintaining. the. enginev on. split operationremains, energized. until all three switches have been opened or untilswitch 356-, has been opened, thelatter switchbeing openedby overtravelof the throttle valve lever for manually shifting the en-.

on. spli op ration ons sa e pe d. re ains shores. ertainrp edetermined.value. when the ne d decreases o: anoin below he predeterined ta asw i h4,92- sorene a d relay (ls-ener ized and-the engine shifted to standard.p ation,- he. e urn f. he pee o a p in?- bq arzr e e m nrd. a e. how er,does not sifi n es e ay. Wirele s. e ther sw ,7 as. b e los While inthe, present electrical system the clos ing of either switch 340 or iil'swillenergize relay 3,69, and. thus shift the engine to split engineoperation, it may. be desirable to so arrange the systemthatthe vacuumactuated switchfiiii cannot alone close the circuit to energize rc..ay36B, One way of accomplishing this isto provide relays at 344, 36!),and3f3i which have electrical characteristics such that the voltagerequired to operatetwo or more in series wouldbe greater than themaximum linepotenti'al of the electrical system. By this arrangement,the vacuum actuated; switch wouldjbe unable to energize the circuitforsplit engine operation unless either switch 355*01" 4% were firstclosed;

Some ofthe controls included" in the present system are opt-ionaland maybe omitted without seriouslyafiecting the operation and control of theengine. by the throttle-switchMll-forshifting the engine to-split'operation could be omitted since the manifold vacuumisusuallysufiiciently-high when thmthrottleds-closed to actuate switch318 shift; the engine to splitoperation. Further,

omission. of.-thespeed controlled switch wouldwithqutcausinganysubstantial overall. changein the operation 1 of the. present engine.

Operation In startingv the presentengine, the operator closes theignition switch 310 which automatically places a cold engine in positionfor standard operation, that is, with'all six cylinders being oper- Forexample, the circuit cor rolled 12* able. After the engine begins to runon its own power, it operates on all six cylinders regardless of speed,manifold vacuum or throttle position until the engine becomes warmenough to close the thermostatically controlled-switch 332. Whiletheengine is on standard operation, a fluid suchas oil flows from housing30 through orifices 38"- and :20 into chamber 55 and thence through ballcheck valve 42 into chamber 51- below valve 66, said latter valve beingheld in closed position during standard operation by: spring T-i; It.is. thus seen that the fluid in chamber 5-! is. prevented from. flowingin either direction by the two valves 42 and 66; With the fluidentrapped in chamber 51; sleeve 26 is unable to move rela.--

tive to piston 4| so. that ascam 32. rotates,.said sleeve and pistonmove in. unison to operate: the inlet or exhaust valve of: the engine.Through out the time valve. 66 remains closed, the tappets: operate inthe conventional. manner. to, open, and close the valves for their.respective. cylinders. This operation. is illustrated in. Figures lland; 5: of the drawings.

While the engine is: on. standard operatiom solenoid 18,0remainsde-energized SQthil-tldCCGlcrating pump, I55. may. be actuatedbythe move-- ment of, throttle, valve. Thus; all the, elements of thecarburetor ie. elements of the carburetor supplying fuelto the. nor-malcylinderssand those.- supplying fuel to the power, cylinders, are in operation and function the same as the elements of any conventionalcarburetor.

When the engine hasreachednormal. operate ing temperaturesthermostatically controlled switch 332 closes andrenderstheremainingconetrol circuits operable. After. switch SBZhasbeen. closed,closingthethrottle valve completes, the circuit controlled, by switch,348 whichfenergizes. solenoid 366 and causessolenoid 96 to shift, the.engine to split operation. The circuit controlled by manifold,vacuumresponsive switchfhli) is generally completed when the throttlevalve is [moved to closed or, nearly closed position since at this.-time the manifold vacuum, is usually. relatively high. As the throttlevalve ismoved inthe. opening direction during acceleration, the circuitcontrolled by switch 34'Qis, broken, but solenoid '96. remains energizedunless the manifold vacuum decreases sufficiently to "permit switch 37Eto,

open.

As the speed is increasedabovea predetermined. rate, the governorcontrolledswitch 4U2f'cl'o'ses. The engine, however, will'not' shiftfrom standard to split operation unless either throttle. controlled"switch 346 or vacuum controlled'jswitch 311i is first closed. After thecircuit controlledby switclr 462 has been closed-,the circuitscontrolled by switches 3'40 and 316 may be broken without; causing theengine to shift-from-split'to standard operation. Therefore; theengineremainsinsplit operation so long as any one of these three"switches is closed' or'u-ntilthethrottle valve-ismoved to wide openposition; thusopeningswitch- 356 controlling the main circuit to relay350: After the speed decreases to a point below-the predetermined ratewhile the throttle valve is open and the manifold vacuum is relativelylow,' relay 3150 becomes de-e'nergizedand causes solenoid 88 to shiftthe engine to standardoper'ation.

In the changefrom standard to split operation solenoid 90 causes rod torotate clockwise onehalf of arevolution, moving cams 18 and'83 from theposition shown inFigures 4'and 5v to'theposiition shown in Figures '6and 7; in the drawings. Cam 18'rotate's leve'r'82, forcing'rodlZdownwardly and opening valve 66 to permit the fluid entrapped inchamber 51 to escape through orifice 68 upwardly through the center ofpiston 4| and thence through ports 64. Thereafter, as sleeve 26 islifted by cam 32, it moves axially over piston ll and consequently isunable to open the exhaust valve. It is thus seen that during splitengine operation, the movement of the tappet is con fined to sleeve 26.

In the change from split tostandard engine operation, solenoid 88rotates rod 80 counterclockwise for one-half of a revolution, movingcams l8 and 83 from the position shown in Figures 6 and '7 to theposition shown in Figures 4 and 5, thus permitting spring 14 toclose'valve 66 and entrap fluid in chamber 51 to obtain full operationof the tappet.

When the engine shifts to split operation, the

main discharge jet I22 and power enrichment valve M6 which are operatedin response to air flow and vacuum in the induction passage I06 do notfunction since the intake and exhaust valves of the power cylindersremain closed during split engine operation and prevent said cylindersfrom pumping air through the induction passage. When the power cylindersbecome inoperative, solenoid 88!! becomes energized and through asuitable linkage, such as shown at numeral l8l in Figure 8, rendersaccelerating pump I58 inoperable and simultaneously permits valve 224 ofthe bleed or the spark advance mechanism to close and thereby to adjustthe pressure in said mechanism to split engine operation. v Althoughonly one embodiment of the invention has been illustrated and described,various changes in the form and relative arrangements of the parts maybe made to suit requirements.

I claim:

1. In a multiple cylinder internal combustion engine in which a portionof the cylinders are normal cylinders and a portion power cylinders: anintake manifold for said normal cylinders, an intake manifold for saidpower cylinders, separate carburetor elements for each manifoldincluding a main discharge jet, a power enrichment jet and anaccelerating pump, said carburetor elements of the power cylindersadapted to remain inoperative while said cylinders are inoperative, avacuum spark advance means having a valve controlled air bleed foradjusting the vacuum for actuating said means to either split orstandard engine operation, and a means for actuating said valve andregulating the accelerating pump for the power cylinders.

2. The invention defined in claim 1 wherein the said valve iselectrically actuated.

3. The invention defined in claim 1 wherein a solenoid is provided foractuating said valve and for simultaneously rendering said acceleratingpump for the power cylinders inoperable.

4. The invention defined in claim 1 wherein said valve is actuated bythe manifold vacuum of the power cylinders.

5. In a multiple cylinder internal combustion engine in which a portionof the cylinders are normal cylinders and a portion power cylinders: aseparate induction passage for each group of said cylinders, a vacuumspark advance means, a conduit connecting said means with the inductionpassage for said normal cylinders, a valve for bleeding air into saidconduit, and a means for opening said valve when both the normal andpower cylinders are in operation.

6. In a multiple cylinder internal combustion engine in which a portionof the cylinders are 14 normal cylinders and a portion power cylinders:a separate induction passage for each group of said cylinders, a vacuumspark advance means, a conduit connecting said means with the inductionpassage for said normal cylinders on the engme side of the throttle, avalve for bleeding a1r into said conduit, and an electrical means forcausing said valve to open for standard engine operation-and to closefor split engine operation.

7. For use in a multiple cylinder internal combustion engine having atleast one normal cylinder, at least one power cylinder, a separateinduction passage for each group of said cylinders, and a spark advancemechanism: a carburetor comprising a conduit for connecting theinduction passage of the normal cylinders with said spark advancemechanism, an air bleed for said conduit, and a means adapted to becomeeffective when said power cylinders become operative to open an airbleed in said conduit and thereby to adjust the vacuum in said conduitto the requirements for standard engine operation.

8. For use in a multiple cylinder internal combustion engine having atleast one normal cylinder, at least one power cylinder, a separateinduction passage for each group of said cylinders, and a spark advancemechanism: a carburetor including an accelerating pump for each passage,a conduit for connecting the induction passage of the normal cylinderwith said spark advance mechanism, and a means adapted to becomeeifective when said power cylinders become inoperative to adjust thevacuum in said conduit to the requirements for split engine operationand to prevent operation of the power cylinder accelerating pump.

9. For use in a multiple cylinder internal combustion engine having atleast one normal cylinder, at least one power cylinder, a separateinduction passage for each group of said cylinders, and a spark advancemechanism: a carburetor comprising a main discharge jet for eachpassage, a conduit for connecting the induction passage of the normalcylinder with said spark advance mechanism, an air bleed port for saidconduit, a valve for said port, a chamber, a movable wall for saidchamber operatively connected to said valve, and a passageway connectingsaid chamber to the induction passage of said power cylinders foropening said air port valve when the power cylinders are in operation.

10. For use in a multiple cylinder internal combustion engine having atleast one normal cylinder, at least one power cylinder, a separateinduction passage for each group of said cylinders. and a spark advancemechanism: a carburetor comprising a main discharge jet, a powerenrichment jet, an accelerating pump, a throttle and a venturi for eachinduction passage, a conduit for connecting the induction passage of thenormal cylinder adjacent the throttle valve and at the respectiveventuri with said spark advance mechanism, an air bleed port for saidconduit, a valve for said port, a chamber, a movable wall for saidchamber operatively connected to said valve, and a passageway connectingsaid chamber to the induction passage of said power cylinders adjacentthe throttle valve and at the respective venturi for opening said airport valve when the power cylinders are in operation.

ALBERT H. WINKLER.

(References on following page)

